Stop mechanism for locomotives.



W. W. UARKE. STOP MECHANISWLFOR LOCOMOTIVES.

APPLICATION FILED MAR- 26. I913.

Patented A r. 13, 1915.

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- Patented M11213, 1915.

W W DARKE STOP MECHANISM FOR LOCOMOTIVES. APPLICATION FILED MAR. 26. 1 91s.

Witnesses W. W. DARKE.

' STOP'MECHANISM FOR LOCOMOTIVES.

APPLICATION FILED MAR. 26, 1913.

Patented Apr. 13, 1915.

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' vwmlio'a a Dark a WWW Wm main Specification of Letters Patent.

STOP MECHANISM FOR LOCOMOTIVES.

Patented Apr. 13, 1915.

Application i'iled March 26, 1913. Serial No. 757,040.

To all whom it may concern Be it known that 1, WILLIAM WHnATnnY Dnniin, a citizen of the United States, residing at Everett, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Stop Mechanism for Locomotives; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. 7 v

This invention comprehends improvements -in automatic train stop mechanism and relates more'particularly to means actuated by contactwith a semaphore carried member so as to apply the air brakes and cut off the flow of steam to the cylinders.

, The primary object of the invention resides in the provision of mechanism of this nature which shall be reliable,-practical,- and automatic in operation so as to make it impossible for a train to run by a signal set at danger. Y I

Another and more-specific object of the invention is to provide means operated by the release of a weight for swinging'the throttle lever and the air brake handle of the engineers valve.

The invention also aimsto generally improve train stop mechanisms of this nature to render them-more efficient, easier to install, and more commercially desirable.

"With these and other objects in view as will become moreappareht as the description proceeds, the invention consists in. cer

tain novel features of construction, combination, and arrangement of parts, as will be hereinafter described and claimed.

For a complete understanding of my invention, reference is to be had to the following description and accompanying drawing,

in which,

Figure 1 is a section through the cab of a locomotive, showing my automatic stop mechanism in elevation, Fig. 2 is a detail top plan view of the throttle lever and 1 means for automatically operating the same,

Fig. 3 is an edge elevation of Fig. 2, Fig. 4'

is a section taken on the plane of line 4.4 of Fig. '1, Fig. 5 is a detail side elevation of the means for automatically operating the engineers valve, Fig. 6 is a top plan view of the same, Fig. 7 is a section taken on the plane of line 77 of Fig. 8, and, Fig. 8 is a detail perspective view of the cap surrounding the stem of the air valve.

- Referring in detail to the drawings by numerals, 1O designates a semaphore which carries a depending rod 11 adapted to engage a member 12 carried upon the lever 13, whereby the lever will be actuated so as to cause the air brakes to be set and the steam valve closed. This lever is pivoted adjacent its lower end to a bracket 14. mounted upon a partition 15, generally designated 16, and extends upwardly above the top of said cab, as clearly shown in Fig. 1. The member 12 is angularly positioned upon the top of this lever so that when it comes in contact with the rod 11, the upper end of the lever will be swung inwardly between the guides 17.

A handle 18 is provided for returning the lever to its running position, a bolt 19 is pivotally connected at one end to-the lower extremity of the lever 13, extends inwardly through the partition 15 and is supported upona roller 20. This bolt is-adapted to support a weight, to be described later,

cured at one end to the eye-bolt 22 and.

swings in a horizontal plane over the rack 23. A spring actuated latch rod 24 is carried upon the lever adjacent its outer end and by engaging the teeth of the rack, holds the throttle lever against inward movement, which would close the throttle valve. To provide for automatically operating this throttle lever, I employ a push rod 25 slidably secured to the same by means of the straps 26 and havingits outer end portion 27 oii-set so as to engage a lug 28 rigid with the latch rod.

\ The inner end of the push rod is provided with a head 29 having a beveled face which is engaged by a curved projection 30 formed upon the weight actuated lever 31. This lever is pivoted to the eye-bolt 22 over the throttle lever,'='and carries a depending In 32 which is adapted to contact the throttle lever and movejthe same inwardly.

loo

the bolt 19, passes through a guide tube 39.

Having described the means'for'operating the throttle lever, I will now describe the way in which the air brakelever is automatically operated through-the medium of the weight 38. a A

A cylindrical cap 40, clearly shown in Fig. 8, is secured to the pivoted end of ,the air brake lever 41 of the engineers valve 42.

The cap is centrally apertured to permit the passage of the. valve stem 43 and a weight.

operated lever 44iis loosely supported by said stem. This lever isbent, as indicated at 45, so as to raise its'outeiflportion a considerable distance above the hand dperated lever 41, whereby the latter may becon.- veniently graspe In order that a movement of the lever 44 in one direction may be made to operate the v by'means of a spring 47 pivoted to,

lever 41 so as to set the brakes, I provide a cam 46, which. is 'pivotally connected to the under side of the lever 44 and which:

is forced into engagement with the cap said ver. This s ring ispro vided with a lip 48, which is a apted to enga the periphery of the cam and force the atter into binding engagement with the cap 40 so that the levers 41 and 44 will move simultaneously. The cam 46 may be held from engagement with the .cap by means of a chain 49 which is rigidly secured to the former and which may be connected to the head of the pivoted bolt 50.

A weight 51 is secured to the depending end portion 52 of the lever 44 by means of a chain 53. A semi-circular guide 54 is provided for the purpose of supporting a portion of the chain in a horizontal plane when the lever 44 is in the position shown in'Fig. 6. The guide is preferably formed of angle-iron and carries a plurality of friction rollers 55 which are engaged by the chain 53. A pulley 56 is positioned. adjacent the outer extremity of the guide for the purpose of changing the direction of the chain so that the weight 51 may be properly supported.

The weight operated lever 44 is normally held in the position shown in Fig. (i, by means of a lever 57 which is pivotally,'sup; ported intermediate its ends in any suitable manner'and which extends at one end into the path of the lever 44 and at its other end into the guide tube 39 through a slot 53.

Having described the various parts ol my device, their construction, and arrangement, it remains to explain the operation. Should the locomotive run by a semaphore setat danger, the upper end of the lever 13 will be swung inwardly by coming in contact with the rod 11; the bolt 19 will be moved outwardly from engagement with the roller. 37; and the weight 38 will be released. The

chain 32 will run over the pulleys 34 and 35 soas to draw the lever 31 toward the boiler,

which movement will cause the curved portion 30 to engage the head 29 of the push rod and move'the latter outwardly into engagement with the lug 28, whereby the latch rod 24 will be disengaged from the teeth of the rack. The lug 32 will then engage the push rod and carry the throttle lever along with the lever 31, whereby the throttle valve will be closed. A spring 59 is secured to the free end of the rack 23 and serves to hold the lever 31 against the pressure exerted by the weight of the chain 33. This construction is clearly shown in Fig. 7. lVhen the falling weight 38 strikes the lever 57 its upper extremity will be swung from the path of the lever 44, whereupon the weight 51 will swin said last mentioned lever to the right. he cam 46 gaged with the cap 40, will cause the brake lever 41 to be moved from its running position and set the brakes.

From the foregoing description taken in connection with the accompanying drawings, it will be seen that I have provided a very reliable means for closing the throttle valve of a locomotive and applying the air brakes should the train run by a danger signals It is to be particularly noted that both the throttle lever and air brake lever may be-actuated independently of the automatic actuating means which I employ and furthermore that my improvement may be installed without altering the common construction of throttle levers and engincers valves. It will. also be seen that the steam supply is shut off before the air brakes are set so that the locomotive will not be brought to a. sudden stop, which would be liable to injure the same.

it is to be understood that while I have shown and described the preferred embodiment of my invention, I do not wish to he limited'to this exact construction, combination, and arr.-\ngen1cut ol parts, but may makegiuch changes as will lall within the spirit and scope ol the invention.

llaving thus described my invention, what 1 claim is:

In a device ol the character described, the combination with a pivoted throttle lever, a rack, and a spring-prcsscd latch rod carried by the throttle lever for: engagement with said rack; of a push rod slidablc upon the throttle lever to more thciatch rod from engagement with the rack, said latch rod being provided upon one end with a head having a beveled l'acc, a swinging being err- Weight actuated lever cFive tally mounted On the same axis as sai throttle lever, said lever being formed with a curved portion adapted to engage said beveled face, and a hlg formed upon the second mentioned lever In testimony whereof I aflix my signature 1n presence of two wltnesses.

WILLIAM WHEATLEY DARKE.

Witnesses:

J. N. BROWN, M. L. KENNERT. 

